US1502111A - Brake mechanism for road vehicles - Google Patents

Description

G. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES 192 9 Sheets-Sheet 1 Filed March 10 July 22 1924.

G. EMOLYNEUX BRAKE} MECHANISM FOR ROAD VEHICLES Filed March 10 3.921 9 Sheet$-9heet 2 M 2%, w% 'LWZJH I :5 .E. MQLYNEUX' BRAKE MECHANISM FOB ROAD VEHICLES Filed Mitch 1O 192i 9 Sheets-Sheet 3 SIM/0214,4500:

July 22. 192%.

. (5. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filed March 10 1921 9, Sheets-Sheet 4 (smog/whom:

July 22, 1924. I 1,502,111

6. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filied- March 10 1921 9 Shjeets-$heet s My 22; 1 2 v G. E. MOLYNEUX BRAKE macmrixsm FOR now VEHICLES Fil'ed March 10 {1921 9 Sheets-Sheet a G. 5- MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES 7 v2 m m we m p M Q3 1 a9 m mg m M V w l fiw v n h PW m MW. I V0.3 W5 a m [I \N w w u H 1H OH m v J .l m: m i2 W w a m M L M L \llli. w ,THH v A .TAH HQ. m M Y. PM m3 m V, 4i m .m 1 v & mm HNH n n v Un a 0 m3 H3 u. v @QH \wfi oofl n v u I N2 I s N3 July 22, 1924. 1562111 G. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filed March 10 1921 9 Sheets-Sheet 8 Jul 22 1924.

is. E. MOLYNEUX BRAKE MECHANISM FOR ROAD VEHICLES Filed March 10 1921 Q SheBtS-Shet 9 jwgil T A TTOBNE r.

Patented an 22, 1924. attain tosvaraa GEORGE E. MOLY NEUX, OF BAYONNE, NEW JERSEY, ASSIGNO'R OF ONE-EZALF TO J H1? L". ALVO'RD, OF NEW YORK, N. Y.

BRAKE MECHANISM FOR ROAD VEHICLES.

Application filed March 10, 1921. Serial Ii'o. 451,131.

To all whom it may concern: vide a brake mechanism applicable to road Be it known that I, GEORGE E. MOLYNEUX, vehicles, and to any or all wheels thereof, a citizen of the United States, residing at which is composed of two disk-like braking Bayonne, county of Hudson, and State of surfaces, the entire adjacent surface area of New Jersey, have invented a new and useful which is available for braking purposes; to 55 Improvement in Brake Mechanism for Road provide a brake mechanism, for road ve- Vehicles, of which the following is a dehicles of the automobile type, which can be scription. applied to the front wheels as well as to This invention has reference to brake the rear wheels and which, at onetime, can

mechanisms and particularly to av brake be so applied as to act as a service brake, 60 mechanism adapted for motor driven road and, at another time, so applied as to act vehicles such as automobiles or vehicles as an emergency brake, the application of driven by hydrocarbon or other engines. the brakes in either instance being with ref- Among the objects of my invention may erence to all the wheels of the vehicle which be noted the following: to provide a mechare equipped, simultaneously; to provide a 65 anism for brakin road vehicles which brake mechanism for automobiles adapted can be applied by either hand or foot or by to all the wheels in such manner that the both; to provide a brake mechanism for vehigher the speed of the vehicle the quicker hicles which is adapted to all the wheels the brakes will be applied, that is, owing to of said vehicle and can be applied to, or set the characteristics of the brake mechanism, 70

in action on, all of said wheels simultahigh speed of the vehicle means rapid neously, and by either hand, or foot, or operation of the friction-applying membcth; to provide a brake mechanism for vcbers and the rapidity of operation of the hicles which is adapted to be applied or set friction-applying members is proportional in action for braking purposes by hand for to the speed of the vehicle; to provide 75 emergency purposes and by foot for service a brake mechanism of such character, appurposes; to provide a brake mechanism plicable to all the wheels of an automobile, adapted to be applied to all the wheels of a and which is so operated, as to prevent skidvehicle at once, and to be used as a service ding of the vehicle under any circumstance,

brake by foot manipulation and as an emerthe parts of the brake mechanism being set 80 gency brake by hand manipulation; to proand arranged so 'as'to render it capable of vide a brake mechanism adapted to all the being-adjusted to bring about simultaneous Wheels of a vehicle and to be simultaneously operation and application with approximate operated, and which, for functional puruniformity of movement of all the frictionposes, may be set in operation, and, after applying devices of the several brake mem- 85 being so set, will apply friction in rapidly hers; and to provide a brake mechanism for increasing increment as long as the vehicle road vehicles which is simple, effective, remains in motion, or until the vehicle is strong, durable, easily manipulated, and brought to a standstill; to provide a brake quickly responsive both in operation and apmechanism applicable to all the Wheels of a plication of friction and relief thereof. 90 vehicle and to be applied either as a service \Vith the foregoing-objects in view and or as an emergency brake. and which is others which will be detailed during the caused to increase its braking action upon course of this descriptionfniy invention conthe wheels in increasing increment as long sists in the parts, features, elements and as the vehicle continues to move; to provide combinations, thereof hereinafter described 95 a brake mechanism for vehicles of a characand claimed: ter such that its braking area is in propor- In order that my invention may beclearly tion to its diameter, and can be predeterunderstood, I have ,"piovided drawings mined, and every Part of which is servicewherein? able as a braking area or surface; to pro- :F igurel', is a top pla h View f the chassig oo loolrir of an mobile, parts being broken away on. ac nt of the limitations of the sheet,

antic-n being shown applied. thereto, wheels, and the body of the eluding p floor, being omitted; e is a sectional View of a detail 'iecl'ianism tahen'substantially -2- of Figure 1, the arrow in u e direction of Yiew;

3 sectional View of a detail 1g mechanism, the section besu. .ostanti-lly on t e line 3-3 of one arrow indicating the direction is en er ed View showing in structure of Figure 1, the e o"; rating means where u es and are taken, to housing, secured 5, being removed the s inteiior .s an. inner face View of sclose the drivl'ace view of cooperating Figure l;

detail of the steerii'ig post crating means for setting m in action, parts being being in section in View;

' ss-section substantially b8 of: Figure 7, the arrows ine direction of View;

a sectional view taken ccntral =he brake mechanism, the View rear of the vehicle, l igure 1, "Ward, and showing the bralle Rated and ready for a "frictionvemcnt of the actuating means; or lti-iing on line E -9, Figure 11 ii is a View similar to l igurc 9 cof the parts in elevation, and the brake disks in contact, as ration by the emergency and operating to apply increasing increment under couthe vehicle;

ion on the line lll1 of rows showing the direction q a section on the line ]212'of lows izuli atliig the direction i elevation of the p i to "he front Wheels u eing from the ioouii'ig rearwardly iclion disks being .Jeing 1n posibrahing action atcd i 0* 'n in elevation, i is being slum n wheel brake parts, showing on oi" the steering- Leeann Figure 18 is a sectional view substantially on the line 1818' of Figure 9, the arrows indicating the direction of view; and

Figure 19 is a sectional View substantially on the line 19-19 of Figure 13, the arrows indicating the direction of view.

In the following description, distinction will be made between the operating means which are under manual and foot control or the operator, the brake actuating means set in action by the operating means, and'thc brake mechanisms set in operation by the actuating means. These three mechanisms 1 will be distinguished from each other in order that the three groups may be readily understood and also for convenience of description and succinct statement in the claims. Also, the description, for simplicity, will set forth the brake operating mech anism, the brake acutuating mechanism, and the two brake mechanisms as ap plied on one side of the vehicle, it being understood that such mechanisms are duplicated on the opposite side of the \"GlllC-lO. Furthermore, it should be understood that the brake mechanism, applied to the rear wheels. of the vehicle, is difi'erent in detail from the brake mechanism as applied to the front Wheels of the vehicle; but, that both sets oi brake mechanisms are actuated by similar trains of mechanism on opposite sides of the vehicle. lt should also be understood that there is but one treadle-operated means for setting the two trains of actuating mechanism in operation and for actuating the four brake mechanisms; also, that there is but one manually operated means for setting the two trains of actuating mechanism in operation and for actuating'the four brake mechanisms.

Referring to the drawings, the numeral 1 indicates the chassis of an automobile, for example, my invention being shown as embodied in an automobile, merely as an example or" a use thereof. The rear or driving -wheels are indicated by 2, and the frontor steering wheels are indicated by 3. l indicates the engine, conventionally shown, and the transmission shutting is indicated y 5, the same transmitting the motive power of the engine in the usual W e rear axle, the gearing and axle being incased in conventional manner as indicated at 6. The steering wheel is indicated at 7, steering post 8, brake pedal 9 securely fastened to transverse shaft 10, as by a collar or enlarged hub 11. Transverse braces of the chassis are indicated at 12, of which there are several, according to usual types of construction. Referring to Figures 1 to 8, inclusive, the steering post is provided below the hand wheel 7 with an emergency operating sector 13, the position of which is such as to be readily accessible to the operator and quickly gripped by the fingers of either hand, as occasion requires or emergency demands. The sector 13 is provided with a hub 14, which loosely encircles the steering post 8 and the aperture in which is somewhat elongated, in order to permit of free pivotal movement of the sector 13 around the pivot pin 15, which passes through apertured ears 16, and through an apertured lug 17 depending from the wheel 7. Thus the.

sector may have freedom of movement, relatively to the steering wheel and post, about the pivotal pin 15. The hub 14 is provided opposite its pivotal point with a clamp 18 of any desired form adapted to pivotally engage the upper end of a rod 19 which extends along, and parallel with, the post 8, both the post and rod extending through the dash-board 20, or similar partition, shown by dot and dash line in Figure 7. The dashboard 20 has rigidly secured to it a bracket 21, to which a lever is pivoted at 22, the short arm 23 of which is pivotally connected to the rod 19, and the long arm 24 of which extends to a point a suitable distance below the floor of the car between the side bars of the chassis, and, at its lower end, has loosely connected thereto a flexible cable 25, which, at its opposite end. is connected to the depending arm 26 of a latch-lever fulcrumed at 27' to the rear brace-bar 12, the pivotal pin being carried by an upstanding. bifurcated bracket 28 located approximately centrally of said bracebar and on the top thereof. The other arm of the lever is formed with an overhanging latch or catch 29, which engages the upper surface of a V-shapcd frame 30 at its vertex, the wide-spread arms of which frame are formed into collars 31 attheir free ends, each of which is rigidly secured to a sleeve 32 encircling the shaft 10 and extending from said collars through the side adjacent bar of the chassis, in which it has bearing and is journaled, and also extending through the inner wall of a casing 33 rigidly secured to the outside of the said chassis bar, and at its terminal carrying a disk 34 provided with a lug 35. The face plate 36 of the casing 33 is removable and may be secured in position in any suitable way, as by screws 37, the bodies of which are shown in section in the enlarged view, Figure 4. The sleeves 32 are each sustained near its outer end by an extension bearing 38 secured rigidly to the inside of the adjacent chassis bar, and, at its inner end, is provided with a bushing'39 which encircles the shaft 10. the said bushing 39 and bearing 38 rigidly supporting and maintaining the sleeve 32 from twist or strain. Under the frame 30 an expansion spring 40 is'mounted on a fixed part of the chassis or a frame secured thereto and indicated conventionally at 41, the normal action of the spring 40 being to press the framevertically into contact or engagement with the latch 29. The spring 40 is held under compression, as shown in Fig- 111'6'7, ready to quickly and forcibly lift the frame 30, when released by the latch-lever, which is tripped out of engagement with the frame 30, this action being brought about by manipulating the emergency sector 13 which will draw the rod 19 upwardly toward the steering wheel 7, the said rod in turn swinging the lever 2324 on its fulcrum 22, causing the cable 25 to be drawn in the direction of the arrow, Figure 7, thus swingingthe latch-lever on its fulcrum 27 and lifting the overhangingcatch 29. Soon as the latch is shifted out of the way as just described, the expansive force of the spring 40 will throw the frame 30 vertically, as shown at the left'side of Figure 3, and swing it about its 'axis 10, such action causing the rotation of the disk 34 and its lug 35 causing the rotation of the lug 42 and the pinion 43, carried at the outer end of the shaft 10 in the casing 33 secured to the side of the chassis. The actuation of the pinion 43, by contact of the two lugs 3542, causes the teeth of the pinion to engage the rack 44 of the bar 45, which is journaled to slide, as well as rotate, in the frame 33, thus imparting to the bar 45 longitudinal movement in the direction of the adjacent arrow, Figure 4. Actuation of the pedal 9 by the foot pressing thereon will rotate the shaft 10, which will actuate the pinion 43 and cause the lug 42 to move away from the lug 35 on the disk 34, this also giving longitudinal movement to the slide-bar 45, in the direction of the adjacent arrow, when required. The actuation of the bars as just described, imparts longitudinal movement to the connec *ing rods 46. 47 and 4-8 on opposite sides of the chassis, thus setting in action the friction-applying means of the brake mechanisms mounted relatively to all four wheels of the vehicle. Details of such mechanisms will he set forth presently. The frame 30, after release by the latch, is returned to normal position by means of a rod 49 which extends through the floor of the car and normally rests by gravity upon the top surface of the frame 30 just in advance of the catch part 29 of the lever. The rod is provided with a fiat head 50 adapted to re ceive pressure from the foot of the operator in the car, the same being accessibly presented to the operator, so that he can readily set his heel upon the bar to press the same when desired. As the frame is thus pressed downwardly, the spring is compressed and the inclined top of-the catch 29 is passed, and the latter will gravitally swing back into position to re-engage the frame 30, as shown in Figure 7. The return of the frame 30 gravitally to normal position re verses the rotation of the disk 34, and the return of the treadle 9 to normal position, as by the usual spring, reverses the rotation of the pinion 43. When the emergency sector .13 is set in operation, as just described, the pedal 9 will be automatically depressed, and the spring normally operatingthereon to return it to normal position will aid the return of the frame 30 by contact of lug a2 with lug 35, the one driving the other back to normal position shown in Figure 4. Each of the slide-bars is made round at one end and polygonal at the other end, as

at 51, said polygonal part having mounted thereon an arm 52, the hub 53 of which is formed with a correspondingly shaped bore, whereby, when the arm 52 is turned, the slide-bar 51 will be lilsewise turned or ro tated. The polygonal part 51 of the slidebar 45 operates freely in the bearing 5& of the bracket 55, and also in the bearing 56 extending from the adjacent side of the frame 83. Washers 57 are set between the bearings 54-5G to take up wear and hold the arm 52 in proper position. The arm 52, at its lower end 58, is pivotally connected to a link 59, extending under the chassis and pivotally connected at. 60 to the adjacent arm of the frame 30. Thus, as the frame is released by the catch 29 and forced vertically by the spring 40, the arm 59 is drawn inwardly, thus drawing the arm 52 inwardly toward the side bar of the chassis, thus rock ing the slide bar l5 and giving an axial 'rotation to 35118 connecting rods 46, 47 and -18. The functions of these several movements imparted to the rocking and sliding bar 45 will be presently set forth.

From the foregoingit will be seen that the braking devices applied to the several wheels of the yehicle are readily operated by two sets ofmechanism, and that the operation involves two distinct motions imposed upon the slide-bars 45, one being a longitudinal reciprocation or rightdine movement, and the other being a rocking or rotary move mentrelatively to the axis of the bar 45. It will also be seen that these devices, so far described, are set inaction by the pedal 9, which is the service member of the brakeoperating mechanism, or by the sector 13, which is the emergency member of the brake operating mechanism or said sector and pedal'may be operated together or in quick succession in order to make doubly the actuation of the brake mechanism; but, the brake mechanism will not be so efiectively applied by the service means as by the emergency means, and need not be so ap plied, while the emergency mechanism must be accessibly presented to the operator in such position that it can be operated or menipnlated instantly and with little or no mental or physical effort, and must. be most effectively applied. Hence, the emergenc elements of the brake mechanism are made to be hand operated, and the manipulatira device is placed conveniently in position for manipulation by the fingers ofeither hand without removing the hands from the steer ing wheel. And the emergency actuating mechanism must so operate upon the brake mechanism as to cause or enable it to be plied with increasing increment of friction as long as the vehicle is in operation. Thus the car is kept under perfect control and brake mechanism can be applied instai in. any emergency, and, as will be presently shown, when the brake mechanism is once started into action, it continues in action long as the vehicle moves, and, according the speed of the vehicle, will go into action with more or less rapidity and with a constantly increasing incrementof power or ap plied friction. The braking elements of the brake mechanism will now be described with reference to Figures 9 to 12, inclusive, as applied to the rear wheels of the vehicle.

The rear wheels 2 have each rigidly applied thereto a brake disk or member 81, which may be formed with a hub or ccntral strengthening portion 52, in a recess 63 of which is housed a coiled expansion and tortional spring 6%, which surrounds the angular, tubular portion 65 of the casing 6, in which is a bushing 66, in Wl'iich rotates the live axle 67, on whichthe whe s 2 are mounted. The outer end 58 of .r spring (is is secured to the brake disk and the inner end T0 of the spring is cured to the threaded end of t bular slide 71. The hub 72 of the brake disk 69 is in ternally screw-threaded and extended inwardly so as to operate in the recess 63 o the brake member 51, the screw-threads ccacting with scnew-threads on slide '21. The outer face of the brake disk 69 is proyi ed with a plurality of ratchet; teeth T3, said ratchet teeth rrounding the hub 72 the said brake disk and being formed as in Figure 18, said ratchet teeth beingcoin mon to the two forms of brake mechanism applied to the rear and front wheels, re-

spectively, as shown in Figure 19. The slide 71, next to the screw-threads. is provided with segmental enlargements 7%, t 1e ter of which is. greater than the diameter of the screw-threads,a11cl co f [L11 said enlar ements is a.

gel

inner face of which is provided with ratchet teeth 76 adapted to engage the ratchet teeth 73 on the brake disk 69. Adjacent the ratchet ring 75, the slide 71 is provided with a cam flange or r ng 77, which is in the form of a spiral, and engaging with said cam flange 77 is a grooved ring 78 adapted to rotate upon the flange 77. The ratchet ring 75, at diametrically opposite points, has pivoted thereto at 79 the free ends of arms 80 forming a yoke, the body of which is formed into an angular loop 81 having its opposite sides keyed'upon a polygonal slide-bar 82 and adapted to be rocked by said bar. The body of the yoke is confined between the two bearings 83 of arms 84, which are integral with the casing 6 surrounding the bushing 66, in which the live axle 67 rotates, said casing 6 having a circumferential flange 85 which confines the slide 71 and the cam ring 78. Thus, when the yoke 81 is swung by the angular bar '82, the ratchet ring '75 will be shifted relatively to the ratchet teeth 73 on the brake disk 69. The cam ring 78 has depending from its bottom an apertured lug 86, which is embraced by the two arms of a collar 87, a bolt 88 passing through the three parts forming a pivotal connection between the collar and the can) ring 78. The collar encircles a reduced, cylindrical portion 89 of the angular bar 82, thus forming shoulders on opposite sides of the cylindrical por-.

tion which prevent any relative longitudinal movement of the collar, the latter permitting the slide-bar 82 to rock. Hence, when the angular bar 82 is reciprocated, the collar is reciprocated with it, resulting in giving to the cam-ring 78 a rotary motion,

which, by reason of the spiral formation of its groove and cooperating flange 77 on the slide71, causes the latter to be shifted laterally on the. casing 6, thus shifting the brake disk 69 relatively to the brake disk 61. On the other hand, if the ratchet ring 75 be in engagement with the'ratchet teeth of the brake disk 69, the latter is withheld from rotary motion, and the said brake disk 69 is applied to the brake disk 61 merely by a right-line movement. If, howeveigthe ratchet ring 75 is withdrawn from engagement with the ratchet teeth of the brake disk 69, by the emergency operating means, se Figure 10, the latter, under the influence of the cam-ring, is given a right-line move ment to apply friction to the brake'disk 61, and, at the same time, the disk 69 is rotated on the slide 71, causing, by reason of the screw-threads between the two arts, the further movement of the brake disk 69 toward the brake disk 61 with rapidly increasing frictional contact, and, during this action, the spring 64 is Wound up torsionally by reason of its opposite ends being fixed, respectively, to the slide 71 and the brake disk 69. And the greater the speed of the vehicle, the greater the pressure and friction between the two brake members, which pressure and friction increases with rapidly increasing increment as long as the vehicle continues in motion. It, will now be understood that, when the ratchet ring 75 is caused to release the brake disk 69,

which is brought about by the operation of the emergency hand-manipulated mechanism, the disks 69 and 6l'engage each other with increasing pressure. Vhen, however, the brake is to be applied, for service purposes, merely, the ratchet ring is not released from the brake disk 69, see Figure 9, since the operation of the cam ring 78, under the influence of the service pedal 9, shifts the slide 71 only sufliciently to apply the friction of disk 69 to the brake disk 61 without breaking the engagement between the ratchet teeth 73 and 76. Hence, it will be understood that, when the emergency mechanism is operated, the release of the brake disk 69 by the ratchet ring 75 occurs instantly, while, when the service mechanism is actuated, the cam ring 78 simpl shifts the brake disk 69 into contact wit the brake disk 61 without disengaging the ratchet teeth 7 3, 76. Thus the brake mechanisms for the rear wheels are set-in operation for service and emergency purposes.

The angular bar 82 is universally jointed at 90 to the' rod 48, which latter is universally jointed at 91 to the rod 47, which in turn is universall jointed at 92 to the an gular bar 51. T e angular bar 51, at its opposite end, is universally jointed at\93 to.

the rod 46, which at its forward end, see Figures 13,14 and 17, is reduced at 94 and passes through a cross-bar 95, near one end, and is prevented from receding from said cross-bar by a collar 96 on the extreme end thereof held rigidly against the cross-bar 95. Through this means, and the longitudinal reciprocation and rocking movement of the rod 46, the brake mechanisms adapted to the front Wheels 3 are actuated for either emergency or service purposes. The said brake mechanism is adapted to the front wheels of the vehicle, as shown in Figures 13 to 17, inclusive. Viewing Figures 13, 14 and 17, the rod 46 is shown as provided with a crank-arm 97, the hub 98 of which is rigpin 100 The pin 100, when operated .upon

journal 7 the front wheel about its journal bearing;

, The yoke 107 has its opposite arms provided with pins or bolts 114 having smooth ends, adapted to run in grooves 115 in the ratchet ring 108. The pivotal point 105 for the yoke lever is in the bifurcated end 116 of a cam ring 117 provided with a groove in its inner circumference, adapted to enga e the similarly formed flange 118 of the slide 119, having the arc-surfaces 120 on which the ratchet ring 108 operates, and also having the screw-threads 121 on the inner hub portion thereof adapted to engage the screwthreads 122 on the hub 123 of the brake disk 111, which hub is surrounded by a spiral spring 124, one end of which is fixed in the brake dish, and the opposite end of which is fixed in the slide'lli), as at 125. The spring is housed in the recess 126 of the enlargement 113 of the brake disk 112. The cam ring 117 is limited in its movement in one direction by the bifurcated end of the mile 102, and, in the opposite direction, by a collar 127 pinned upon the shaft 128, upon which the Wheel 3 turns. At one side, the cam ring 117 is provided with a grooved extension or jaw 120, in the groove of which is fixed the lower end 130 of an angle-piece, the securing means being a bolt-pin 131 passing through the flanges of the jaw 129 and through said angle-piece 130, and a bolt'pin 132 which passes through the flat face of the angle-piece 130 into the member 129, the said two bolts extending at a rightangle to each other and thereby making a very strong connection between the cam ring.

117 and the angle-piece 130. The upper end 133 of the angle-piece is overturned in parallelism with the cross-bar 05, and is arranged in front of the crank-arm 97 carried by the rod 16. The member 133 of the angle-piece is provided with a ball-pin suitably formcd and secured thereto and indicated by 131, the ball-end 135 of which enters and operates in a flared socket in the cross-bar 95, thus making a universal joint between the two.

From the foregoing construction it will be seen that, when the service pedal 9 is operated, thus turning the shaft 10, and operating the pinions 43.. lugs 42 will move away from lugs 35 on disks 3-1. and the pinions will drive the racks 41 and bars 45 longitudinally, move the rods 46 forwardly, thus actuating the cross-bar 95. which in turn transmits .its motion to the angle- 4 pieces 130, 133, thus imparting rotary motion to the cam rings 11'? causing the latter to shift the slides 119 along the angular bushings 136, which latter prevent the slides 119 from rotating. The shifting of the slides 119 by the cam rings 11? causes the brake members 111 to engage the brake members 112 without separating the coop erating ratchet teeth 109-1. bringing the brake members 111 together, ample friction is set up betwe the parts for all ordinary service purposes to brake the vehicle and slow its momentum, or bring it to a standstill, and this with out permitting rotation of the brake dislrs 111. When, however, the emergency mechanism is operated, as by elevating the sector 13 and thereby releasing the frame 30, and, through the arms F9 rotatin the slide-bars 15, the rods 46 will be rotatell, hus shifting the crank-arms 97 circularly, bringing the cams 09 into operation upon the end of the pins 100, see Figure 1 1, which in turn will depress the arms 104%; of the yoke le causing the latter to shift the ratchet iings 108, thus completely separating the inter acting ratchet teeth 109110 and Jail B," pletely releasing the brake disks 111. 13 e brake disks 111 being thus released being in frictional engagement with the disks 112, the latter will frictionally drive the brake disks 111, thus rotating the same on the sleeves 119, the interacting threads of which two members will quickly shift the brake disirs 111 with incr friction against the brake disks 112 as the vehicle remains in action,

will be understood that the higher the speed I of the vehicle the quicker the oral cone tact will be made between the bra Le members 111, 112 and the greater the inc ement of friction will be until the vehic" brought to a standstill, At the that the foregoing operation takes plac I the emergency mechanism time set in operpinions 13, will cause the latter to oper upon the racks -14 of the bars and shift the same longitudinally simultaneously with the rotary movement imparted tlr through the medium of the frame 80 ano links 59 and earns 52. The shifting movement. of the slide-bars 15 is traiwterred to the rods 46 simultaneously wit or twisting movement thereto. Thus, the same action tel "e upon the cam rings 11? as previously described with. reference to the SJYFlCG brahe operating mechanism, thus shifting the. slides 11? that, in addition to the rotary movement imparted to the brake disks 111 by iii oil

separation of the ratchet teeth 109110, as shown in Figure 14. Thus, when the service operating mechanism is set in action, only the cam rings of the several brake mechanisms are set in operation, and hence only bodily shifting the several brake disks into frictional contact with their stationary cooperating disk members, because the ratchet teeth of the several ratchetrings are not separated from the ratchet teeth of the several brake disks. \Vhen, however, the emergency operating mechanism is set in action, all the foregoing movements take place, and, in addition thereto, the several ratchet rings are shifted bodily on the carrying slides toward the cam rings, this action separating the ratchet teeth of the ratchet rings from the ratchet teeth of the brake disks and leaving the latter free to rotate, the rotation being brought about by the frictional contact of the two brake disks, thus bringing into play the screw-threads between the shiftable brake disks and the slides, causing the shiftable brake disk to increase friction upon the fixed brake disks and at the same time, winding up the torsional springs connected to the slides and shift-able brake disks. This increases friction between the two brake disks with rapid ly increasing increment.

Inasmuch. as the brake actuating mechanism for the rear wheels and front wheels is duplicated on opposite sides of the vehicle frame, the brakes, when actuated by the service operating means, will be applied on all four wheels, and, when actuated by the emergency operating means, will be applied on all four wheels; or, in other words, according to which of the mechanisms is thrown into action, the brake mechanism will operate either for re ular service or for emergency pin-poses. fiaving thus described the dctails'of my invention, the following brief description of mode of operation will be readily understood:

As shown in the drawings, the brake mechanism is identical on both hind wheels, and the brake actuating mechanism for the hind wheels is duplicated on opposite sides of the vehicle. Also, the brake mechanism is identical on thc two front wheels, and the brake actuating mechanism for the front wheels is duplicated on opposite sides of the vehicle. The brake mechanisms, or devices, on all four wheels are substantiallythe same; but, the actuating mechanism for the brake mechanism on the front wheels, though duplicated on op osite sides of the vehicle, is different from t ioactuating mechanism for the brake mechanism on the two rear wheels. The actuating mechanisms for the brake mechanisms, on both front and hind wheels, are set in motion, operated or impelled by two independent operating nit-ans, the one heing,'for service purposes,

the treadle 9, shaft 10, pinions 43, racks 44, I

and rotary and reciprocating bars -15, with actuating connections fore and aft to the respective brake mechanisms; and the other being, for emergency purposes, the manually operatcd sector 13, rod 19, ever 232-l, connection 25, latch-lever 262f), frame sleeves 32, disks 34, lugs 35 and 42 interacting to drive the pinions 43, racks 4- and rotary and reciprocating bars 45, plus the links 59 from frame 30 to arms 52, carried by slide-bars 45, with actuating connections fore and aft, as previously described. The two operating mechanisms just referred to are located approximately centrally of the vehicle, or conveniently for manipulation by the operator, and are operated, as occasion may demand, either for service purposes or emergency purposes; the operating mechanism extending to opposite sides of the vehicle and being connected by like parts and elements to the two sets of rods on the opposite sides of the vehicle, which in turn are connected to the sets of brake mechanisms at front and rear of the vehicle. 1

Referring now to Figures 1 to 5, inclusive, the treadle-operated means for setting the brakes for service purposes will be described. As occasion demands, and inasmuch as it is seldom necessary to undulyspeed the oper: ation of the brakes for service purposes, the treadle 9 may be pressed downwardly by the foot of the operator which will turn the shaft 10 counter-blockwise, thus turning the pinions l3 counter-blockwise, or in the direction of the arrow shown thereon in Figure 4, thus separating the lugs 42 from the lugs 35 on the disks 34. The pinions actuate the racks -14 in the direction of-the arrow ads jacent thereto, thus pulling upon the rods 47 to actuate the rear wheel brake mechanisms and pushing upon the rods 46 and cross-bar 95 to actuatethe front wheel brake mechanisms. i i Now, referring to Figures 9 to l2, inclusive, and Figure 19, it will ,be seen that the pull of the slide-bars 45 uponrthe rods 47 and 48, upon opposite sides offithe vehicle,

will actuate the slide-bars 82 of the rear wheel brake? inechanisms,-thus shifting the clamp collars 87 and the cam, rings 78. The rotary motion thus given tolthe cam rings 7 8 will cause the same to shift the slidesTl laterally or outwardly, thus bodily shifting the brake disks 69 into contact with the brake disks 61, without losing connection between the interacting ratchet teeth 76 and 73 on the ratchet rings 7 5 and brake disks 69, respectively. Consequently, the brake disks 69 cannot be rotated, and the springs 64, in consequence, are merely compressed by the brake disks 69. Thus friction is applied by brake dis ks 69 to brake disks 61 by more ly driving the former in a right-line into engagement with the latter and causing sing in shifting the slides 119 laterally or outwardly, thus forcing the brake disks 111 into contact with the brake disks 112 without fsepmratin the interacting ratchet teeth 109-110 on the ratchet rings 108 and brake disks 111, respectively. Thus the brake disks 111-are shifted in a right-line into contact with brake disks 112 in manner identical with that described. with reference to the rear wheel brake mechanism, and all four of the brake mechanisms will be applied simultaneously and to the same degree, under proper adjustment of the operating and actuating mechanisms. Assuming new that an emergency arises necessitating the operation of the emergency mechanism, the operator quickly reaches his fingers or hand to the sector 13 and pulls upwardly thereon, still holding the steering wheel 7. The rod 19 isthereby drawn upwardly longitudinal ly,- which rocks the lever 2324-, which in turn pulls the connection 24:, in turn actuating the latch lever 26 29, releasing the frame 30. The release of the frame 30 sets two mechanisms simultaneously into operation. The first mechanism comprises the sleeves 82 turning on the shaft 10, the disks having lugs 35, the lugs engaging the lugs 42 on the pinionsAB, the latter actuating the bars -15 through the medium of the racks ii, thus imposing a pushing action in a. right-line upon the rods ill and a pulling action in a right-line upon the rods l7--l8 and slide-bars 82. As previously described with reference to the pedal operated means, the brake disks 69, 61 for the rear wheels and the brake disks 111 and 112 for the front wheels are simultaneously brought. into frictional contact; but, without sc'parat ing the respective interacting ratchet mechanisms shown in Figures 18 and 19, for example. Simultaneously with this operation the frame 30, rising or swinging about the shaft 10 as a fulcrum, draws inwardly and upwardl Y the links 59, which in in i actuate the arms 52, which give to the Si. 15 a rotary motion which does not in er fore with the longitudinal motion ncously imparted thereto by the the sleeves The rotary motio parted to the slide-bars simultaneously zin s the connecting rods 26, 1 and the slide-bars 82 at the rear wheels. The ,..-.,ation of the slide-ha 82 actuates the yokes 81, arms thereof, and shifts in wardiy toward each other the respective ratchet rings 75, so as to separate the ratchet teeth 76, 73 on the rings and brake disks 69', respectively. This separation of the ratchet teeth entirely releases the brake disks 69, which immediately rotate upon the slides 71 causing the interacting screw-threads of these parts to rapidly shift the brake disks 69 laterally into increased frictional engagement with the brake disks 61, and with rapidly increasing increment as the motion oil: the vehiclecontinues, and until the vehicle is brought to a standstill. Soon as the vehicle is brought to a standstill, the springs fisg which have,v on account of the rotation of the disks 69, been wound up, or had powor stored therein, will tend to uncoil and e xpand and thus operate to reverse the action of the brake disks 69. upon the slides 71, and shift the brake disks 69 laterally away from the brake disks 61. The interacting ratchet teeth will then automatically re engagc. Similar actions take place at the front wheels; that is to say, when the rods 46 are rotated, as just described, by the slide-bars 100, thus depressing the pins and the arms 104- of the yoke levers, thus causing the yoke arms 107 to shift laterally the ratchet rings 1618, thus completely separating the teeth 109 thereof from the teeth 110 on the brake disks 111, thus permitting the brake disks 111 to rotate on and relatively to the slides 119, causing the brake disks 111 to be shifted laterally against the brake disks 112 with greater force and with rapidly increasing increment of friction as long as the vehicle remains in operation, the, rotation of the brake disks 111 winding up the coil springs 12% and storing power therein. Soon as the vehicle is brought to a stop, the springs 124 tend to uncoil and expand and to thus 0perate to reverse the actidn of the brake disks 111, and to shift the latter from frictional engagement with the brake disks 1152, ultimately bringing about the release or separahion of the respective brake disks. Reversal or movement of the operating mechanisms thus described for the actuating and brake mechanisms will reverse the action of the respective cam rings, thus shifting the slides reversely and shifting the movable brake disks away from the fixed brake disks and restoring the brake mechanisms to normal position such as shown iuldigures 9 and 13, respectively. The ratchet rings will also be shifted reversely, the ratchet teeth again in teracting to hold the movable brake disks from rotation. The position of the respective brake mechanisms, when fully applied, is shown. in Figures 10 and 14, respectively,

land l ligures 18 and 19 show the interacting relation. of the ratchet parts oi the respective mechanisms, Figure 18 illustrating the ratchet mechanism of Figures 9 and 10,'for example, and Figure 19 illustrating the ratchet mechanism of Figures 13 and 14, for example. The grooves 115 in the ratchet rings permit the latter to be shifted by the yoke levers'fwi thout binding or cramping.

Thus it {will-be seen that, under the proper timing, adjustment and setting of the brake mechanisms, their actuating means, and the operating devices for the latter means, all four brake mechanisms may be applied simultaneously to the respective wheels for service purposes and may also be applied simultaneouslyto all four wheels for emergency purposcss \Vhen the brakes are ap plied for service purposes, the movable disks 69 and 111 are merely shifted laterally; but, when emergency demands, the said brake disks are shifted both laterally and circularly, and, when the latter movement is imparted to the brake disks, the friction between the movable and fixed brake disks is applied'with rapidly increasing increment during-the travel of the vehicle. This is an important feature of my invention, and upon it I desire to lay great stress. I also desire to lay "stress upon the fact that the friction produced is between two plane,'0r parallel plane, surfaces of large area, as distinguished from a brake mechanism which embodies a brake band or .brake rings. Thus, uneven wear is avoided of efficiency; and any substance which, by accident, enters between the disks will either of the vehicle.

fall out immediately or be ultimately ground out or centrifugally thrown out. Again, if, by chance, the cooperating surfaces 'of the brake disks should be uneven, or have burrs, or rough spots, the interaction of the brake disks will quickly eliminate the same and produce even frictional surfaces. Hence, in operation, the brake mechanisms automatically tune themselves for greatest efiiciency. Also, the brake mechanisms cannot become overheated, cannot catch on fire, and injury from these sources is avoided, since the brake disks are entirely exposed to the atmosphere and are constantly cooled by agitation of the air and motion of my invention is that a brake mechanism adapted to a motor vehicle and applied to, all'four wheels, in accordance with'my in vention, practically eliminates skidding, since the braking action is applied approximately to the extremes of the vehicle and-all parts of the vehicle instantly respond -to-the Another important feature mechanism is not subjected to twisting,-

breaking or unequal strains which, as in ordinary vehicles, when the brakes are applied, are cumulative due' to momentum and inertia throughout the entire length of the vehicle. With my brake mechanisms applied to the vehicle, there is no such thing as a tendency of one part of the vehicle to override or crumple up upon the other part. Hence, all extraordinary and unusual strains, torques and twisting forces are eliminated, giving to the vehicle and all its parts unusual stiffness and rigidity, and, including tires, longer life, greater durability and eliminating tendencies to loosening of parts and consequent rattle, quite common in even high grade cars.

Having thus described my invention, what I claim and desire to secure by Letters Patent is':

1. A brake mechanism for road vehicles comprising a plurality of flat friction r0 ducing members of large area arrange in pairs and operable upon all four wheels of the vehicle, and means for controlling the operation of the said members including a service device, the said members being mounted so that one of each pair shall have bodily movement in a right line relatively to bodily movement in a right line relatively to the other, and the members of the pairs shall have simultaneous frictional (contact throughout their functional surfaces, and automatic means for separating the pairs of members when the service device is 'released.

3. A brake mechanism for road vehicles comprisinga plurality of fiat friction roducing members of large area arrange in pairs and operable upon all four wheels of the vehicle, and means for controlling the operation of the said members including a service device, the said members being mounted so that one of each pair shall have bodily movement in a right line relatively to the other, and the members of the pairs shall have simultaneous frictional contact throu 'hout their functional surfaces, and a cushion device between the pairs of said members which is compressed when the service device is operated and which separates the said members when the service device is released.

4:- A brake mechanism for road vehicles comprising a plurality of friction producing members arranged in pairs and o erable upon all four-sr lieels of the vehic e, and

6. A road vehicle having brake mechanism including members mounted relatively to the wheels thereof, means for holding the brake members normally inactive, means for releasing the brake members, and automa c means for rotating the brake members to ap members normally inactive, means ply friction to stop the vehicle.

A road vehicle having brake mechamsm includin f members mounted relatively to the wheels t ereof, means for holding the brake for releasing the brake members, and automatic means for rotating the brake members to apply friction with increasing increment during the movement oi": the vehicle.

8. A brake mechanism for road vehicles comprising a plurality of friction producing members arranged in pairs and o erable upon all four wheels of the vehic e, and means for controllim the operation of the said members including both service and emergency devices, the said members being mounted so that one of each pair shall have both rightdine and rotary movements relatively to the other and the members of the pairs shall have frictional contact throughout their functional surfaces, and automatic means for separating the members, of the pairs when either of the controlling devices is released.

9. A brake mechanism for road vehicles comprising a plurality offriction producing members arranged in pairs and operable upon all four wheels of the vehicle, and means for controlling the operation of the said members, including both service and emergency devices, the said members being nooa ii mounted so that one of each pair shall have both right-line and rotarymovements rela-= tively to the other and the members of the pairs shall have frictional contact throughout their functional surfaces, and a cushion device between the members or the pairs which may be compressed in diflerent angular directions according to which service evice is operated and which separates said members of the pairs when the controllingdevices are released.

10. A brake for road vehicles comprising brake mechanism for a plurality of the wheels, including a slide carrying a rotary [brake member and also'a cam flange, and a dam ring cooperating with said flange, and means for operating the cam ring circularly relatively to said slide to shift the slide laterally and drive the brake member into action.

11. A brake mechanism for road vehicles comprisin a brake mechanism! for a'plurality of file wheels, including a slide carrying a rotary'br'ake member, cam 'means for shift-ing the slide and brake member laterally, and; means for rigidly holding the brake rrii emher from any other movement during its "shifting movement.

12. A brake mechanism for vehicles comprising br'alv'e mechanism carried by a plurality of the wheels including a slide, means for shifting the same laterally, a brake member rotatablymounted upon the slide, and means whereby tohold the brake member f1r (()im rotation during the movement of the "s 1 e.

I 13. A brake mechanism for road vehicles, including aslide, means for operating the slide, a brake member rotatably mounted upon the slide means for locking the brake member against rotary movement, and means for shifting the locking means t release the brake member whereby the br ke member may have both rotary and lateral movement in operation.

14. A brake mechanism for roadvehicles comprising a slide and means for shifting the same, a brake member rotatably carried by the slide, a ratchet mechanism for holding' the brake member a ainst rotary move ment, and means for re easing the ratchet mechanism to permit the brake member to have rotary movement simultaneously with its shifting movement with said slide. 1

- 15. A brake mechanism for road vehicles llt including a member adapted to have rotary and laterally shifting movements a slide carrying'said member, and means whereby.

eration with increasing increment of friction during the movement of the vehicle.

17. A brake mechanism for road vehicles comprising a plurality of friction producing members arranged in pairs and operable upon all four wheels of the vehicle, and

means for controllin the operation of the sald members mclu mg both service and emergency devices, the said members being mounted sothat one of each pair shall have both right-line and rotary movements relatively to the-other and the members of the pairs shall have frictional contact throughout their functional surfaces, and a torsional and compressible spring interposed comprising a normally locked brake memher, automatic ac'tuatingmechanism for said member adapted to shift the same in a right-line and rotatively for braking action, and operating means for rele 51112 sald brake member including a manual device for setting the releasing means in opertion.

19. A brake mechanism for road vehicles comprising a normally locked b rake mem-\ right-line and rotatively for braking action,

and operating means forreleasing said brake member including a treadle for setting the releasing means in operation.

20. In combination with a road vehicle and its steering mechanism, a brake mechanism having a normally locked brake memher, and means cooperating with and partly extending through the steeringm'echanism for releasing the brake member and settingv mg means between the several brake mecha nisms and the two actuating devices and the brake mechanism in operation.

21. In combination with a road vehicle,

y a brake mechanism applied to all the wheels of the vehicle, and means for simultaneously setting the brake mechanisms'in operation, including a reciprocatingslide carrying a rotary brake member, and means whereby ach of the brake members is caused to rotate on its slide and go into action with increasing incrementof friction as long as the vehicle runs.

22. A brake mechanism for road vehicles, comprising a brake member fixed to one of the .wheels of the vehicle, a second brake member adapted to rotate and reciprocate relatively to'the fixed brake member, means for setting the second brake member in operation including means for shiftin the same laterally and releasing it, so t at. it may rotate, and apply friction to the first brake member with increasing increment of friction as long as the vehicle runs.

:23. Incombination with a road vehicle,

a brake mechanism adapted to be applied to the front wheels thereof, said brake mechanism including a crossbar, a cam ring universally jointed to the cross-bar, a slide hav ing a cam flange cooperating with the cam ring, and also carrying a brake member, and means whereby to shift the cross-bar to actuate the cam ring.

24. A brake mechanism for road vehicles comprising a rotary, laterally reciprocating, friction. applying disk, means for shifting thedisk laterally to cause it to apply frie tion, means for releasing the disk for rotation to apply friction with increasing increment durin its rotation, and means for returning the disk to normal position when released;

25. A brake mechanism for roadvehicles including disl: members of like character associated with the rear Wheels of the vehicle for frictional engagement, a reciprocating slide carrying one of the. disks and on which the latter rotates, a treadle operated device and a hand operated device for selectively actuating'said brake n'iechanisms, connecting means between the several brake mechanisms and the two actuating devices and common to both of said actuating dc vices, whereby when either one of the actuating devices is, operated the rotary disk of the several brake mechanisms will be driven in a'right-line into frictional engagement with the complen'iental disk and then r0 tated for braking action.

26. A brakemechanism for road vehicles including disk members of like character as sociated with the front wheels of the vehicle for frictional engagement, a reciprocating slide carrying'one of the disks and on which the latter rotates. a treadle operated device and a hand operated devicefor selectively operating said'brake mechanisms, connectcommon to bothofsaid actuating devices, whereby when either one of the actuating devices is operated the rotary disk of the several brake mechanisms. will be driven in a right-line into frictional engagement with the complemental disk, and then rotated for braking action. 1

27. A brake mechanism for road vehicles including disk members of like character applied to all four Wheels of the vehicle for frictional engagement, a reciprocating slide carrying one of the disks and on which the latter rotates, a treadle operated device and a hand operated devicefor selectively operating said brake mechanisms, connecting means between the several brake mechanisms'and the two actuating devices and common to .both of said actuating devices, whereby-When either one of the actuating devices is operated the rotary disk of the several brake mechanisms will bedriven in

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